trek 9.9 carbon

Trek Rail 9.9 first ride review: fully tech-loaded flagship, long travel, e-MTB

Trek’s rail 9.9 emtb is loaded with carbon fiber and wireless tech. guy kesteven explores what the pricey bosch powered flagship is like to ride on a wet and rocky lake district demo loop.

BikePerfect Verdict

Trek’s Rail 9.9 is definitely excessive rather than essential in terms of spec but it’s a genuinely outstanding superbike with lightweight and responsive, yet unshakeably confident and controlled, Bosch Smart System boosted performance

Lightweight yet super precise full carbon frame

Extended enduro geometry

Superbly controlled suspension performance

Latest big battery Bosch Smart System

Full SRAM AXS and Wiz comms componentry

AirWiz feels gimmicky

Why trust BikePerfect Our cycling experts have decades of testing experience. We'll always share our unbiased opinions on bikes and gear. Find out more about how we test.

Trek’s Rail e-MTB was already one of the best electric mountain bikes available, the 2022 9.9 gets new longer frame geometry based on the excellent Slash Enduro bike .

For information on Bike Perfect's testing procedures and how our scoring system works, see our how we test page.

It also gets a bigger battery, Bosch’s latest Smart System motor and management suite, and a full set of the latest SRAM wireless AXS componentry including unique wireless tire and suspension monitoring tech. Retailing for $13,799.99/£12,600 it’s a vast amount of money though, so does it all add up on the trail?

Design and geometry

At first glance, the new Rail frame looks the same as last year's bike. Trek’s classic rocker link, rear axle concentric ABP suspension, the RIB (Removable Integrated Battery) side entry battery system in the down tube, geometry tweaking MinoLink eccentric shock chip and Knock Block 58-degree steering lock system are all carried over. The head tube on the full carbon frame is now a massive, oversized 1.8in tube though. Reach numbers are extended significantly with the large stretching from 465mm to 491mm and the XL we tested growing to 521mm. That makes the new Rail even longer than Trek’s Slash Enduro bike and makes room for Bosch’s new 750Wh PowerTube battery on every size but the small, which gets a 625Wh cell. The small 9.9 has no space for a bottle either, but a standard bottle fits on the bigger sizes.

While you can get your Rail with any of Trek’s Project One custom options if you’re prepared to wait, the three stock finishes are all very special anyway. The metal flake Dark Prismatic finish of my sample looked stunning when the sun occasionally shone in the Lakes. 

Components and build 

There are two other big upgrades with the Rail 9.9 too. The bigger battery is joined by the latest Smart System bar remote controller and top tube mounted KIOX 300 display. Teamed with the Bosch Flow smartphone app this gives much more customization of modes and displays including biometric wattage and heart rate displays (needs a third party sensor) and servicing/software update prompts. You get one of the best eMTB motors in the form of Bosch’s well-proven Performance Line CX Gen4 motor with 85Nm of torque. This is matched to e*thirteen’s latest Carbon Race cranks with a 34T chainring (the largest the frame will take). Trek also complements the frame finish with the ‘oil’ anodized version of SRAM’s premium XX1 AXS wireless groupset including chain and 10-52T cassette.

SRAM has also given Trek two exclusives for the 9.9. The Zeb Ultimate fork and already Trek only RE:aktiv Thru Shaft Super Deluxe rear shock are both equipped with AirWiz Bluetooth pressure sensors. These let you calculate and then set your target fork/shock air spring pressures in SRAM’s AXS smartphone app. LEDs on the AirWiz fork top cap and shock top block will then flash green or red depending on whether you’re in the sweet spot. TireWiz 2.0 valve sensors do the same for the tire pressure on both wheels. These versions are also custom-shaped to sync with the Bontrager Line Pro carbon rims.

SRAM also provides the excellent Code RSC brakes with 200/180mm rotors. You should get a RockShox Reverb AXS wireless operated post too but our bike came with a Bontrager cable-operated unit. The rest of the kit is top-line Bontrager (Trek's own brand) too. That includes carbon 780mm bars, a 45mm (same on all sizes) stem, and its SE5 and SE6 Enduro tires in 29 x 2.5in sizes. That brings the whole bike in at just over 22kg which is impressively light for a bike with such a large battery.

Ride, handling and performance

I tested the Trek Rail 9.9 at the Wheelbase Cycles Demo Day so bike time was limited and they only had an XL size when I'd normally ride a large. The test trails were excellent though and riding it alongside four other eMTBs from Mondraker, Whyte and Scott meant I could still learn a lot about this flagship e-MTB.

Firstly, despite the massive reach, larger battery, and 64.6-degree head angle (I ran the geometry in the low mode) I was surprised how responsive the Rail still felt. The healthy surge from the Bosch motor certainly helps, but it consistently felt bright and precisely alive in terms of where it put its tires and responded to my weight shifts. That’s partly due to the very accurately metered mid-stroke movement of the RE:aktiv Thru Shaft shock that I’ve previously put plenty of time into on the Slash enduro bike. Despite the oversized headtube and open side of the downtube where the battery slides in, the frame has a really well-balanced feel too. Definitely decisively locked onto whatever trail target you choose but not in a brutal or bruising way. Add the Zeb Ultimate fork upfront and even the most geologically aggressive situations are smoothed very effectively with minimum speed loss. Only 150mm of rear travel, relatively short 446mm chainstays and the shock character means it’s certainly not a dumb or numb ride experience though. So while the sheer length of the XL and the down tube full of battery took some turning compared to a conventional rig or a shorter e-bike it didn’t stop me popping and playing around with whatever features I spotted. 

The welterweight Bontrager carbon wheels work well with the bike too. The lifetime rim warranty removes some of the worries about charging headlong into sharp and pointy situations. The instant pick-up freehub syncs really well with the half kick power surge of the Bosch motor to hoik the Trek up stepped, scramble climbs, or power wheelie it off drops/through puddles. Neutral ABP pedaling action and very supple top end to the suspension stroke means it charges up technical climbs with real relish too, and I could stay on line up rocky sections even when filming GoPro footage one-handed.

The Bontrager tires have largely benefitted from recent updating too. A softer TW top compound right across the tire means they roll slower and wear quicker than previous versions, but braking and driving grip are noticeably better. They’re really consistent in the grip they offer at all lean angles too, so while I was still drifting through high-speed boggy grass sections on the Rail I wasn’t wiping out in comedy 360 spins like those around me. The extended wheelbase definitely helped in these situations too, and once I’d realized how much the big Trek liked getting sideways, that became my grin guaranteeing mission for the rest of the test ride even on loose rock sweepers.

If you want a more trail happy feel as standard on your Rail, it can be set up as a mixed wheel-size mullet bike. The resulting 63.9-degree head, 336mm bottom bracket height geometry would be proper slack and slammed as well. Though the 29er wheels on both ends fitted as standard, definitely help when it comes to smoothing out the trail and keeping speeds higher.

The Rail was one of the Bosch Smart System bikes I rode over the demo weekend and first impressions are very good. There are a lot of buttons on the 3D remote, but they’re reasonably intuitive in terms of placement, and quick glance power setting color swatches are easy to read. The KIOX 300 display is super clean and while the top tube mount means more of a deliberate look down than a bar mount I appreciate the crash-proofing gains. SRAM’s AXS Eagle transmission was as flawless as ever, dramatically reducing hang up or worries when changing gears on the charge. I was nervous about the full carbon cage of the XX1 rear mech when getting loose and sideways in the hills around Staveley though. So while I respect the flagship components flex, I can’t help thinking the semi-metal X01 mech would be a smarter option. As AirWiz is just a pressure communicator, not a tuning guide like the standalone ShokWiz box, it feels more like a gimmick than a genuine gain. Especially as shocks and forks rarely lose air for fun. The TireWiz 2.0 sensors on the other hand give useful quick glance reassurance on a component more likely to lose air though.

Early verdict

Trek already had one of the best-regarded e-MTB platforms around with the Rail and this new frame literally extends its performance even further. Despite the extra reach and full-day ride battery capacity, the handling still feels lively and responsive on top of a rock-solid, surefooted baseline. The carbon frame and carbon component parade mean it’s impressively light too with instant reaction wheels adding extra pop and play. 

While the RE:aktiv Thru Shaft shock adds potential servicing complications, I’ve had nothing but outstanding precision control and smoothness on bikes using it despite several months of combined hard hammering. Bosch motors are generally regarded as the most reliable option and the new Smart System adds a lot of useful functionality and much better rider ergonomics.

While AXS was flawless and the Wiz monitors were fun, I’d certainly suggest that the $9,199.99/£8,900 Rail 9.8 GX (same frame, battery, Smart System and color options) is the sweet spot in terms of performance for the price. Then again Trek UK has already sold through its allotment of 9.9s for this year, so there’s clearly a market, so if you want one you need to start searching dealers as fast as possible.

Tech Specs: Trek Rail 9.9 XX1 AXS

• Price: $13,799.99/£12,600.00
• Model name: Trek Rail 9.9 XX1 AXS
• Discipline: E-enduro
• Head angle: 64.6-degree
• Frame material: EW OCLV Mountain Carbon
• Sizes: M, L, XL(tested)
• Weight: 22.2kg without pedals
• Wheel size: 29x2.5in
• Suspension: RockShox ZEB Ultimate, AirWiz 160mm travel, 44mm offset/RockShox Super Deluxe Thru Shaft, AirWiz 150mm travel
• Drivetrain:  SRAM XX1 Eagle AXS 10-52T 12 speed rear mech, chain, cassette and shifter
• Cranks: e*thirteen e*spec Race carbon, 34T chainset
• Brakes: SRAM CODE RSC brakes with 200/180mm rotors
• Cockpit: Bontrager Line Pro OCLV Carbon 780 x 35mm bar, 45 x 35 mm stem
• Wheelset: Bontrager Line Pro 30
• Tires: Bontrager SE5 Team Issue front and SE6 Team Issue rear 29x2.5in tires T7
• Seatpost: Bontrager 175mm dropper post (RockShox Reverb AXS as standard)
• Saddle: Bontrager Arvada saddle

Guy has been working on Bike Perfect since we launched in 2019. Hatched in Yorkshire he's been hardened by riding round it in all weathers since he was a kid. He spent a few years working in bike shops and warehouses before starting writing and testing for bike mags in 1996. Since then he’s written several million words about several thousand test bikes and a ridiculous amount of riding gear. To make sure he rarely sleeps and to fund his custom tandem habit, he’s also penned a handful of bike-related books and talks to a GoPro for YouTube, too.

Current rides: Cervelo ZFS-5, Forbidden Druid V2, Specialized Chisel, custom Nicolai enduro tandem, Landescape/Swallow custom gravel tandem

Height: 180cm

Weight: 69kg

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Updated: Trek Remedy Carbon 9.9 review

Silences carbon sceptics

Andrew Dodd

The whole Remedy family has gone lighter and more cross-country this year, which makes a lighter carbon chassis an obvious move. But how much does the diet affect its trail capability? The 9.9 is beautifully balanced for maximising technical trail flow, but more cross-country than extreme in flavour.

The way it flows through technical singletrack, sucks up 6ft drops and charges up technical climbs will bring out the mojo in any mountain biker. But the semi-carbon frame isn't bringing anything massively different in performance and we reckon more radical riders will be disappointed with the lighter and steeper front end.

Ride & handling: Inspiringly tight, light ride with chaos-calming travel

With the 170mm-travel Scratch coming in as Trek's pedal-able playbike , reducing the Remedy's travel to 150mm and changing it to a more ‘go and flow’ character is an obvious move, but one that you need to keep in mind. Its low weight, fast-rolling tyres, big ring ratios and relatively steep, quick turning geometry meant we rarely lost significant ground when chasing shorter-travel bikes on rolling cross-country trails.

Whatever gaps did appear rapidly closed as soon as the trail got rougher – up or down. The long-stroke Fox RP23 DRCV shock in particular gives a superb combination of pert and enthusiastic pedalling but deft deep stroke control for thought-free racing or raving line choice. It almost feels like a long-travel coil shock – it’s supple in the early stroke, isn’t vague in the middle and ramps up at the end. But it’s the slick beginning that sticks the Remedy to the ground.

Put the power down and the Remedy Carbon sits tight and sprints out of corners or spins up climbs like a 5in-travel bike. Lean back and launch off 6ft drops or straight-line log and rock shortcuts and the extra travel just sucks it all up with no drama or slap-on-the-wrist kickback. The 13.9in bottom bracket height and long wheelbase help here too, along with that unique feel you get from a resilient carbon frame.

The big tyres roll fast, screen out the small stuff that the Fox 32 TALAS fork fails to absorb and slide amusingly to showcase the sweetly weighted handling balance of the bike. With the seat dropping away instantly when you need to get down and dirty there’s almost nothing to get in the way of linking all your favourite tech sections – up, down or along – into sweet flowing minutes of playtime.

Almost nothing? Well, while the 68-degree head angle keeps the bike lively and viscerally responsive on flatter and faster trails, it starts to feel sketchy when you’re off the back and on the brakes in properly steep situations. Combined with cross-country width – rather than proper wide – bars and noticeable fork twist, the Remedy can get bullied off line or twisted under by big boulders too.

While the mid/deep-stroke control of the 150mm-travel FIT fork is excellent, our sample was very notchy over small stuff, which caused regular reductions in front end traction. The obvious answer would be to stick a 10mm longer travel and stiffer Fox 36 fork in (like they had last year) but that would add more weight to a bike that’s already relatively heavy for a £5,000 long-travel cross-country machine.

Frame: Cutting-edge carbon chassis, but it's not that light and head angle is steep

Since its creation in 2007 by suspension guru Jose Gonzalez , the Remedy has been tweaked and refined, and the new flagship model is this £5,000 carbon fibre beauty with ‘walnut veneer’ finish. Trek have been building carbon fibre bikes for longer than any other major brand and their high pressure formed OCLV carbon, seen on this bike, is the result of nearly 20 years of development.

The ultra-robust carbon used on the Remedy is new for this frame – it’s layered and armoured for hard use, and has been tested to withstand a 150g rock collision at 38mph. Further reinforcement is provided by rubberised armour on the underside of the down tube. The mountain-proof theme continues with the stiff-yet-light E2 tapered fork front end and press-fit bottom bracket .

We’re surprised that otherwise neat cable routing lacks seatpost remote cable clips beyond the thread-through hole on the seat quick-release. You do get a proper bottle cage mount though, which isn’t always the case with longer-travel bikes, and there’s masses of tyre space at the back. While the carbon Fuel EX trail bikes have moved to full carbon, the Remedy rocks an all-metal back end for its debut year.

The tidy rear end still uses the incredibly active ABP (Active Braking Pivot), which puts the rear pivot on the axle itself, isolating it from braking forces. The big one-piece EVO magnesium rocker drives a new – to Trek – dual chamber DRCV (Dual Rate Control Valve) shock, developed to get rid of the dead mid-stroke on air shocks.

The first chamber gives a pert and progressive pedal feel. Then a simple push rod valve opens the second pressure-balanced chamber to control the deeper section of the stroke. The result is remarkably smooth, predictable and tightly controlled suspension, throughout the stroke.

Equipment: Excellent light but tough kit to match the frame

With the introduction of the Scratch, Trek have changed fork spec on the Remedy from 160mm (6.3in) down to 150mm (5.9in). While it’s very light for a travel-adjust unit, the Fox 32 TALAS FIT RLC isn’t the stiffest fork around. It runs in a posh Cane Creek Frustum headset.

The Shimano XTR cranks may be bombproof, but it’s significant that the Remedy gets a full triple-ring setup rather than a double-and-bashguard. SRAM X.0 shifters have been appearing on downhill rigs for years though, and most top SRAM-sponsored gravity racers use Avid Elixir brakes too, so we’re not worried about the quality or performance of the stop-and-go gear that’s been supplied.

Bontrager’s Rhythm rims are usefully broad for fattening up the big XDX tyres further and are tubeless-ready, while the stiff 710mm-wide Race Lite bars never gave us reason to worry, even off the big stuff. The instant ‘drop the seat and drop in’ performance of the CrankBrothers Joplin remote control seatpost is invaluable when it comes to maintaining flow when you’re ripping more technical trails.

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2021 Trek Session 9.9 29

A 29″ carbon frame full suspension downhill bike with ultra high-end components. Compare the full range

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Based on frame geometry and build specs.

A bike with lower gearing will be easier to ride up steep hills, while a higher top end means it will pedal faster down hills.

Session 9.9 29

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The new Trek doesn't look like a Session...ok maybe it does, but it's still all new!

Read Review

Mar 2019 · McCoy

Faster than a speeding bullet

Nov 2018 · Drew Rohde

A review worth reading if you are considering a 29er DH bike. The Trek Session 9.9 downhill bike has a couple interesting quirks but is without a doubt one of the best DH bikes we've ridden in. If you're a racer looking for pick up speed and drop seconds, check this bike out!

Oct 2018 · Paul Aston

One of the most successful, recognizable silhouettes on the DH circuit now comes with wagon wheels. So how does it compare to the newest crop of DH bikes?

Ultra light and stiff

Exceptional, simple finish

Balanced, aggressive geometry

Quick acceleration and efficient pedaling

Possibly too light and stiff

Top of the line price tag

Lacking traction in rough stuff

Reach may limit taller riders

Sept 2018 · Seb Stott

A pricey bike let down by a basic fork, disappointing brakes and dated geometry

‘ABP’ rear suspension provides a solid, supple action

Relatively short front end feels cramped, high bottom bracket and short frame deliver a sometimes precarious-feeling ride, harsh fork and weak brakes are disappointing for the price

May 2017 · Matt Phillips

All new carbon framesets for both 27.5 and 29 inch wheels for Trek's downhill race bike

Trek releases the 2018 Session with updated geometry, refined linkage, and a revamped Float X2 shock. There's also a 29 inch version, which the internet will probably have nothing to say about.

Last updated 25 July Not listed for 979 days

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Trek Session 9.9 29

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / SM High, SM Low, MD High, MD Low, LG High, LG Low, XL High, XL Low

Weight / 15.27

At a glance

Where to buy.

Specifications

• Frame OCLV Mountain Carbon main frame & stays, tapered head tube, integrated frame protection, Control Freak internal routing, magnesium rocker link, Mino Link, ISCG mount, ABP, 12x157mm thru axle, 190mm travel
• Fork RockShox BoXXer Ultimate, RockShox Boxxer Ultimate, DebonAir spring, Charger 2 RC2 damper, straight steerer, 46mm offset, Boost, 110x20mm Maxle Stealth, 190mm travel
• Shock RockShox Super Deluxe Ultimate DH, RC damper, 225mm x 70mm
• Wheels Bontrager Line DH 30, Tubeless Ready, 6-bolt, 110x20mm Boost thru axle
• Wheel Size 29"
• Tires Bontrager G5 Team Issue, wire bead, 2-ply 60tpi, 29x2.50''
• Chain SRAM NX, SRAM PC-1110, 11 speed
• Crank SRAM X01, SRAM X01 DH, DUB 83, 36T, 56.5mm chainline, 165mm length
• Bottom Bracket SRAM DUB, 83mm, BSA threaded
• Rear Derailleur SRAM X01, SRAM X01 DH, medium cage
• Shifters SRAM X01, SRAM X01 DH, 7 speed
• Brakeset SRAM Code RSC, SRAM Code RSC 4-piston hydraulic disc
• Handlebar Bontrager Line Pro, OCLV Carbon, 35mm, 15mm rise, 820mm width
• Saddle Bontrager Arvada, austenite rails, 138mm width
• Seatpost Bontrager Rhythm Elite, 31.6mm, 0mm offset, 330mm length
• Stem Bontrager Line Pro, 35mm, Direct Mount, 50mm length
• Grips Bontrager XR Trail Elite, alloy lock-on

Q: How much is a 2021 Trek Session 9.9 29?

A 2021 Trek Session 9.9 29 is typically priced around $7,999 USD when new. Be sure to shop around for the best price, and also look to the used market for a great deal.

Q: Where to buy a 2021 Trek Session 9.9 29?

The 2021 Trek Session 9.9 29 may be purchased directly from Trek .

Q: How much does a 2021 Trek Session 9.9 29 weigh?

A 2021 Trek Session 9.9 29 weights 15.27.

Q: What size wheels does the 2021 Trek Session 9.9 29 have?

The 2021 Trek Session 9.9 29 has 29" wheels.

Q: What size 2021 Trek Session 9.9 29 should I get?

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2012 Trek Session 9.9 (discontinued)

• Write Review

Review by Brandon Turman // Photos by Sterling Lorence

Following the official launch of the Trek Session 9.9 Carbon in Whistler, we've been riding it for nearly one full year. That's a long time for a test bike. The reason? We just can't let go of this one. It's that good. So good, in fact, that we're giving it the illustrious Vital MTB Shreddy for 2012 Bike of the Year.

Inspired and refined in conjunction with Trek World Racing and Aaron Gwin, there's no wonder why this bike rips so much. Their success on the World Cup downhill series is a huge testament to the bike's capabilities.

Session 9.9 Highlights

• Frame Material: OCLV Mountain Carbon main frame and seat stay, alloy chainstay
• Travel: 210mm (8.2-inches) via a Fox DHX RC-4 with Kashima
• 2-position Mino Link Geometry Adjustment
• Active Braking Pivot (ABP)
• Full Floater Linkage
• ISCG 05 Tabs
• Carbon Armor
• Tapered Head Tube
• Internal Cable Routing
• Micro Truss Zip Tie Guides
• Chainstay Length: Adjustable from 17.4 to 17.3-inches
• Head Angle: Adjustable from 63.6 to 64.2-degree head angle, additional adjustment provided with Cane Creek Angleset
• Bottom Bracket Height: Adjustable from 14 to 14.3-inches
• Rear Hub Dimensions: 157x12mm
• Fork: 203mm front travel via a Fox 40 Fit RC2 with exclusive Hybrid Air technology and Kashima
• Tires: 2.35-inch Bontrager G4 Team
• MSRP: $8930

Weighing in at less than 35-pounds, the Session 9.9 was the lightest 2012 production downhill bike. That's no small achievement. If you're so inclined, the bike can go even lighter. " Project Flyweight " weighed in at just 28-pounds 13-ounces! For day in and day out use on the race course, though, the stock build at 35-pounds is just right.

On The Trail

So how does the 2012 Bike of the Year perform on the trail? When friends ask this question, we're quick to respond that it's the best overall downhill bike we've ever ridden. That's the honest truth. This bike's standout characteristic was just how incredibly comfortable and balanced it was from day one. Following a few setup tweaks, the bike just worked, and it worked very well over nearly every type of terrain. Yes, there are bikes that will outperform it in certain situations, but the Session 9.9 is a very well-rounded package which should make it appealing to the rider that races or rides in several locations, or even on courses where the type of terrain changes drastically from top to bottom.

When we first received the bike for testing, we immediately headed to a familiar local downhill run in Southern California. While screaming through one of the roughest, steepest sections of the trail, the realization that hit us as we rounded the catch berm at the bottom was basically "Holy ****, I'm hauling ass!" The added level of control that the Session offers almost seems to slow things down a bit, meaning that you feel as though you have more time react or prepare for the next move. What happens as a result is that your speed increases to the point where the time you have to react feels the same, and ultimately you're going faster. As the old saying goes, "It's not the bike, it's the rider," but this steed had us questioning the phrase time and time again.

Trek's design team has achieved a careful mix of stable and playful that make it a bike capable of charging through sections while still being a blast to ride. Handling is precise and responsive, the bike tracks like it's on rails, and last second line changes all but disappear because, surprise(!), we're already in the right line.

The carbon front end and seatstay rely on Trek's Optimum Compaction, Low Void (OCLV) Mountain Carbon technology interspersed with InTension material (shown in blue, above) - a low-density, ultra-stiff material injected inside the frame to support critical areas like the bottom bracket, pivots, and down tube. The resulting combination is a frame that is sufficiently stiff in all the key areas. This is obvious when really leaning the bike into hard turns or landing slightly sideways off a jump. In chatter bumps, the carbon responds in a why that helps to absorb and deaden the impacts, resulting in a smoother feeling ride that its aluminum brother.

The Key - Suspension Performance

The ride qualities of the Session 9.9 are flat out confidence inspiring - the bike encourages you to just let it rip. Perhaps the most important aspect of the bike for racers is that the bike carries speed everywhere. The key to the equation? A lot of it has to do with the bike's suspension. Trek spends a lot of time and resources dialing in their dampers for each bike, and the Session 9.9 uses some proprietary bits that greatly improve the overall package. On top of that, it very rarely gets hung up thanks to a slightly revised suspension leverage rate for improved square edge performance when compared to previous generations.

New for 2012 (and exclusive to the Session 9.9) is the Fox 40 Fit RC2 with Trek's Hybrid Air technology and Kashima coating. Hybrid Air combines a lightweight titanium spring and an air spring, allowing riders to more accurately tune their spring rates. The air cartridge replaces the traditional compression rod, acting as an air assist (not preload), effectively changing the spring rate. There are two immediate benefits from this system. First, by simply adding or removing a little bit of air Trek eliminated the hassle of swapping out heavier or lighter coil springs. The air spring allows you to hit numbers in between those offered by coil springs. This combination makes it incredibly easy to dial the fork in for different terrain. Second, because the fork relies on air and a lightweight spring, it's more supple and active at the beginning of the stroke than an equivalent heavier spring. One key feature is the auto-fill negative spring that charges to suit various rider weights.

After months of tweaking dials and pressures, our preferred settings for the fork are as follows:

• Low Speed Compression: 6 clicks in from full out
• High Speed Compression: 8-10 clicks infrom full out
• Hybrid Air Assist Pressure: 28-34 psi, depending on the terrain (for a 175 pound rider)

Out back, the Session 9.9 relies on a custom tuned Fox DHX RC-4 with Kashima to control the bike's 210mm of rear travel. The shock uses a special 2-stage main piston, a stepped piston in the hi-speed valve and a lower ratio Boost Valve control. The shock tune gives the bike a more consistent and controlled mid-stroke, which was something the Trek World Racing team desired. The result is a more stable, lively ride.

Preferred shock settings:

• Boost Valve Pressure: 160 psi with volume all the way out
• Low Speed Compression: 6 clicks out from full in
• High Speed Compression: 6-8 clicks out from full in
• Spring Weight: 450-500 lb/in, depending on the terrain (for a 175-pound rider)

Combined with Trek's Full Floater linkage design and Active Braking Pivot (ABP), their custom additions to the bike make it more responsive, predictable, and balanced than nearly every other bike we've tried.

To add to the fun, the Session 9.9 features Mino Link, a small black chip that, when flipped, will slacken the head angle 0.6 degrees, drop the bottom bracket 8mm, and alter the leverage ratio slightly. The configuration shown here gives the bike a "poppy" feel. Flipping the link turns the bike into a big hit, square edge absorbing race machine.

Race Worthy Build Kit

Components include Sram X0 DH carbon cranks, derailleur, and brakes, a 10-speed SRAM 11-26 tooth cassette, MRP G2 SL carbon chainguide, Wellgo MG-1 pedals, and DT Swiss FR 600 rims laced to DT Swiss 240 hubs. With the exception of the Avid X0 brakes, all have proven to be solid, race-worthy parts.

For a bike made to go fast, Avid's 2012 X0 brakes simply didn't cut it. They were underpowered, prone to fading, and the spec'd 7-inch rear rotor certainly didn't help. Unfortunately, we found ourselves distracted far too often due to their poor performance. Despite what some may believe, you'll actually go faster knowing your brakes can slow you down when you really need it. For 2013, Trek has switched to the new Shimano Saint group - a wise decision that any serious downhill racer will appreciate.

Other than that, Bontrager's Rhythm Pro Carbon bars were a tad on the skinny and low side for our tastes. At 750mm wide and with just 15mm rise, they were almost immediately replaced with a slightly wider and taller bar.

One piece of the puzzle that we're particularly fond of are the Bontrager G4 Team tires, and for this they deserve some attention. Comparable to the Maxxis Minion (but slightly lighter and cheaper), the G4 uses a 41a durometer sticky rubber and offers very predictable traction in turns. They rarely break loose unexpectedly. The knobs wear in a manner that keeps the edges pretty square, providing good traction throughout most of their life. Flat protection is also impressive. At pressures in the 24-26 psi range, we only had one or two flats over the course of several months.

Long-Term Frame Durability

There's not much to report here, and that's a good thing. Aside from some paint chips, the frame has shown no signs of potential long-term issues. There is no bearing or bushing play, no creaking, and no significant cable rub. This thing is solid. Guys like Adam Billinghurst, Brett Rheeder, and Makken are pounding out hundred of laps , freeriding with it , and going absolutely huge on the Session, which also speaks very well for the frame.

What's The Bottom Line?

We've said it before and we'll say it again, the Trek Session 9.9 is a fun loving race weapon. This sub 35 pound 210mm travel equipped machine has proven its worth time and time again on the World Cup scene. Beyond the races, though, we found the bike to be incredibly comfortable, agile, and stable. Those things combined make it the most confidence inspiring ride we've thrown a leg over in 2012. The custom tuned suspension is responsive and predictable, the components are solid, and the bike can be easily tweaked to squeak milliseconds out of any downhill course. It's our go to ride when the forecast calls for varied terrain.

Many will ask, "Is the $8,930 price tag is justified?" With the exception of one part, the build is pretty much dialed, the technology is there, and most of all - it's proven. For the serious racer or rider, we think this bike is an investment worth making. Deep down we all want to haul ass. This bike will let you.

Visit www.TrekBikes.com for more details.

About The Reviewer

Brandon Turman likes to pop off the little bonus lines on the sides of the trail, get aggressive when he's in tune with a bike, and to really mash on the pedals and open it up when pointed downhill. His perfect trail has a good mix of flow, tech, and balls-to-the-wall speed. He loves little transfers, rollers, and the occasional gap that gives him that momentary stomach in your throat kind of feeling. Toss in some rocky bits with the option to double over them or risk pinch flatting and you've got a winner in his book. In 13 years of riding he worked his way through the Collegiate downhill ranks to the Pro level. After finishing up his mechanical engineering degree, his riding focus turned to dirt sculpting and jumping with the occasional slopestyle contest thrown in for fun. Nowadays he's Vital MTB's resident product guy.

Post a reply to: Tested: 2012 Trek Session 9.9 - Bike of the Year

2 member reviews.

Post a reply to: Frame only

This is for frame review only so cannot comment on the stock spec list. This frame is the best I have ridden to date. I upgraded from the Aluminum Session 88 DH and yes there was a very noticeable difference due to the instant 2lb drop and carbon fiber's reaction to rough terrain. I had to change all my compression and rebound settings. I have a fully custom build that I swapped straight over from the aluminum. The frame is not a plower like others I have ridden in the past. The weight allows it to be light and nimble so that can sometimes lead to quick line changes without expecting them. I run mine rather high in compression front and rear so I ride on top of the rocks and be able to pedal without bob. The frame has a very dynamic feel on the trail. You can move it and throw it around with ease due to it's lighter weight.I built and rode it initially with the TWR Fox RC4 rear shock with Ti spring and simply did not like it. Bike was 34lb (large). However, I could not get the RC4 to smooth out small bumps. I switched it to my Cane Creek Double Barrel/Ti combo and it made all the difference. With a beefier wheel change mine now sits at 35lb 0oz which feels great. The only annoyance I have is the derailleur hanger. The design of it positions the derailleur extremely far back so it makes for very odd geometry for the derailleur in relation to the cassette. I have to run the derailleur without the B-tension screw and still only gears 4-10 work perfectly. Even a top World Cup mechanic could not figure it out. It was recommended by another mechanic to take a Dremmel tool to the hanger to bring it in more forward! Since I only really use 4-10 I have not worried about it. When all the same drivetrain was on the 88 it worked flawlessly and effortlessly in all gears. I'm running all new X.0 10sp shifter, X.9 Type 2 short 10sp derailleur so parts aren't the prob. I fully feel it is the odd rearward positioning of the hanger. Otherwise, this frame is perfect.

Post a reply to: Race Weapon (Frame Only Review)

Specifications, sizes and geometry.

Trek website

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"This is a bike that could be used to head out for a big meandering backcountry adventure one day, roll up to the starting line in a local enduro race the next, or even head into the bike park for a lap or three without missing a beat."

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"The burliest, most versatile, and most capable Fuel yet; truly up for whatever you want to ride [...] The updated geometry sits comfortably amongst today's best trail bikes [...] Absolutely shreds right out of the box."

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"Fuel EX proved itself a happy climber. From slabs to roots and square-edge hits, the Fuel EX handled it masterfully. A damn fine trail bike right out of the box, no matter your riding style."

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"Fuel EX absolutely devours chunky terrain while still retaining the ability to tractor up steep climbs. I have become convinced that a bike with long, stable geometry and mid-level travel really can provide the best of both worlds."

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"The term ‘quiver killer’ may be old and tired, but there’s nothing old-fashioned about a versatile mountain bike that can handle nearly any terrain [...] Riding the Fuel EX this summer was a treat!"

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Small Changes Make Trek’s New Remedy Better than Ever

This bike loves wild terrain

Price: $7,000 (Remedy 9.9) Weight: 28.5 pounds Wheelsize: 27.5 Travel: 150mm Fork travel: 160mm Material: carbon fiber composite The right bike for: Riders who want a well-balanced bike for riding technical and challenging trails.

Trek's popular trail bike , the Remedy, gets a series of small but important tweaks for 2019. The bike still has 27.5 wheels and 150mm of travel (with a 160mm fork) but the updates change the way the bike rides and possibly the type of rider it's intended to appeal to.

One of the most significant changes is Trek's move away from the floating shock design it used on the previous Remedy. That designed allowed Trek engineers more flexibility in suspension tunes. But the new bike gets a fixed lower shock mountain because, according to Trek, the latest air shocks achieve the suspension performance the company's engineers needed the Full-Floater design for. So with better shocks, Trek could recouped some of the space taken up by the Full Floater to produce stiffer and stronger chainstays, which improve frame stiffness five-percent.

Despite the added stiffness, Trek claims the new carbon frame weighs 100 grams less than the previous version. The new model also gets a seat tube that's one degree steeper than the old one.

This frame updates are significant, but there's another change that has an even greater affect on the ride. The new model gets wider 2.6-inch tires, a jump up from the 2.4s on the older models. Running them in the mid-teens, we found they offered excellent traction and stability with little of the squirm or bounce that plague plus-sized tires.

But the suspension is very good as well: It’s a little more supple, with slightly better mid-stroke control. With a nice pedaling platform and neutral geometry and rider position, this bike climbs very well, and navigates technical trails superbly. However, the slightly short reach and wheelbase–by today’s mountain bike geometry standards–make the Remedy less stable at speed than some of its competitors, so it comes off feeling more more like a trail bike than an enduro race bike.

It may not be all new, but Trek’s 2019 updates have made the Remedy a better bike, and a great choice for embarking on technical trail rides.

Built-In Protection

The Knock Block prevents the fork crown or handlebars from damaging the frame.

Kick Rocks Back

A rubber pad prevents flying rocks from damaging the frame.

Float No More

The fixed lower shock mount is the big update for 2019

Twice the Tech

The Remedy 9.9 has both RE:aktiv valving and Thru Shaft damper

Up and Down

The geometry is adjustable to rider prefrence

New, but Not All New

Rather than a ground-up redesign of the Remedy, the crew at Trek made a number of tweaks to the Remedy platform that launched mid-2016. So consider this a refresh, not a complete reboot.

The biggest visual and functional difference is the elimination of the floating shock system–a design where the shock is compressed by the rear suspension system from both ends–for a conventional design with a fixed lower-shock eyelet.

Trek continues to use the floating design–called Full Floater in the Trek universe–on its shorter travel bikes (the 130mm Fuel EX , 130mm Farley EX , the 130mm Full Stache, and the 100mm Top Fuel), but its longer-travel bikes (the Remedy, the 150mm Slash 29er , and the Session downhill race bike) all use the fixed lower shock mount.

According to Trek, this is because the latest air shocks offer the performance Trek's engineers originally hoped to achieve with Full Floater.

“The leverage rate on this Remedy is virtually identical to the later Full Floater layouts—we had been tweaking that on Full Floater for a few model years now, to the point where it was close to a fixed mount. That was all driven by rear-shock developments and advancements,” said Travis Ott, Trek's mountain bike brand manager.

The newer shocks are good enough that Ott claims the new Remedy with fixed lower shock mount offers–compared to the Full-Floater Remedy–better sensitivity, and better mid-stroke support with no changes to the frame's travel, shock rate, or leverage ratio.

Switching to a fixed lower shock mount opened up the area around the bottom bracket, which the Remedy's engineers exploited by using larger and stiffer chainstays, for a five-percent boost in frame stiffness. Frame weight falls by a substantial 100 grams as well.

The design of the seat tube was altered to allow 10mm more seatpost insertion, potentially allowing riders to use longer-drop dropper posts. Size 18.5, 19.5, and 21.5 Remedys now come equipped with 150mm droppers.

Mounts on the underside of the top tube are designed for Wolftooth's B-RAD tool and tube storage system.

Remedy Geometry

The Remedy continues to use Trek's two-position Mino-Link chip for geometry adjustment. Geometry is largely unchanged from the previous generation, save for a one-degree-steeper seat tube angle. Actual seat tube angles are now 68 degrees in the low setting, and 68.5 degrees in the high setting. Effective seat tube angles were not provided for the new Remedy, but based on the previous generation, the new Remedy's effective seat tube angles should be 75.1 (high) and 74.6 (low).

“As for headtube angles, they are the same as last year. We were mostly happy with the geo. We just wanted to steepen up the seattube,” said Ott. Head angle is 65.5 or 66 degrees with the stock 160mm, 46mm offset, fork. If you look really close, there are some tiny changes here: the previous generation Remedy had a 66.1 degree head-tube angle in the high setting and used a 43mm offset fork.

A bottom bracket drop of 16mm (low) or 9mm (high) gives static BB heights of 349 or 356mm. The chainstays are 435mm. The Remedy's reach lengths are a little bit short by modern mountain bike standards though Trek offers five sizes with fairly generous standover, so some riders may be able to size up if they prefer longer reach.

No Women's Models for 2019

There are no women's models in the 2019 Remedy line (women's models were offered in the 2018 line). Trek offered this statement on the decision to eliminate women's models,

“Market research and rider feedback has indicated that aggressive female riders want the same geometry and performance as the main line. We’ve also found that, while many female riders love our ‘women’s’ colorways, just as many prefer the main line paint colors. Rather than offering separate ‘women’s’ colorways, we’re giving all riders more selection by offering every model in two colors to suit a variety of tastes, regardless of gender. We’ve also improved the fit of the smallest 15.5-inch size so it works for more riders.”

The 2019 Remedy Family

Trek will offer the updated Remedy in five complete bikes (three carbon models, and two aluminum), and as a frame only. All bikes come in a dark color, or a bright minty green. Most models are available now.

All models come with SRAM 1x12 Eagle groups, dropper posts, lock-on grips, tubeless-ready wheels (valves sold separately, tubeless strips included with higher-end models) with 30mm internal width, and 2.6-inch-wide tubeless-ready tires (sealant not included). All models, save the lowest-cost Remedy 7, use Trek's RE:activ regressive valving . The two most-expensive models use Trek's Thru-Shaft shock.

The Remedy 7 ($3,300) kicks off the Remedy line. It uses an aluminum frame, RockShox Deluxe RL shock and Yari RC fork, SRAM NX Eagle drivetrain (11-50t cassette), and Level T brakes.

The aluminum Remedy 8 ($3,800) is the next step and uses a RockShox Deluxe RT3 shock and Lyrik RC fork, SRAM GX Eagle drivetrain (10-50t cassette), and Guide R brakes.

The Remedy 9.7 ($4,000) is the first carbon-framed model, and uses a RockShox Deluxe RT3 shock and Lyrik RC fork (same as the Remedy 8) mixed GX/NX Eagle drivetrain (11-50t cassette), and Guide R brakes.

The Remedy 9.8 ($5,500) uses a RockShox RCT3 fork with Deluxe RT3 Thru-Shaft damper. SRAM's GX Eagle drivetrain (10-50t cassette) and Guide RS brakes handle the stop and go. This model has carbon handlebar, carbon rims, and tires with sturdier casings.

The top of the line Remedy 9.9 ($7,000) has the most diverse parts group. This is the only model with a FOX fork–a Factory 36 Float with GRIP2 damper –and Shimano brakes (XT four-piston). Drivetrain on this bike is SRAM Xo1 Eagle (10-50t cassette). Like the 9.8, this model has carbon handlebar, carbon rims, and beefier tires.

The Remedy Carbon frame sells for $3,000, and the aluminum frame sells for $1,890.

Trek Remedy Ride Impressions

At first glance, the tweaks and refinements to the 2019 Remedy seem insignificant compared to the major overhauls happening to similar bikes. While Giant’s Trance gets reimagined as a short-travel 29er and Specialized Stumpjumper was sliced into 19 models for almost every type of rider, Trek’s workhorse trail bike received only a few tweaks and teases—a degree added to the seat tube angle, a pinch or two added to tire width, a new shock mount.

Those small changes, however, exponentially change the ride in ways many riders will love. This is a well-balanced trail bike, with considerable amounts of travel and a good suspension system. It’s really good at slow-speed technical terrain, an exceptional climber and holds it own almost everywhere else.

The most noticeable change to the 2019 model is the wider tires. The new model gets 2.6-inch Bontrager tires, up from the 2.4s that came on most 2018 models. They’re on the edges of plus-size territory. Depending on your outlook, this could be seen as cool, or less so. Plus tires have considerable advantages, as well as drawbacks. And with the trends seeing more long-travel 29ers and fewer plus-size trail bikes, Trek’s choice here is intriguing.

But these 2.6s impress. Like plus-size options, you can run them at low pressure (we tested these between 13 and 18 psi), they offer sticky traction, and help the bike more easily roll over rocks, roots, logs, ruts, and all other nasty trail obstacles. Wet rocks and slick roots pose less of a threat, because the soft, wide tires slide less across them.

Compared to larger plus tires, these ones squirm less and feel less bouncy. So you’re in control more and never feel like the tires are fighting the suspension. Our test trails near our Pennsylvania office are mostly low-speed and technical, but on spots where you can open it up, the Remedy was easy to lean into corners, and the tires held firm without getting wiggly. Only when we tried to slash some berms and tight turns and break the rear end free did we feel any unwanted squishiness.

The rear suspension on the new Remedy feels, to us, a little more supple, with slightly better mid-stroke control just as promised. The ease of movement early in the travel also contributes to the bike’s excellent traction. And the mid-stroke support gives you a nice pedaling platform. Those two traits, with the very neutral geometry and rider position, make this a great climber especially on rocky technical trails. It’s amazing, actually, and the performance here means you spend less energy controlling your bike and more of it driving it forward. In that way, it’s almost like you have a little boost.

On descents and higher speeds, the bike feels shorter than some others in the category. Depending on your riding style, this one might feel less stable—Trek seemed to favor a balanced ride over one that emphasizes going downhill fast like other 150mm trail bikes do. And the larger tires seem to favor rolling on the ground rather than airing over it—the bike felt a little less poppy over small hits or when we tried to boost over terrain features.

Larger size Remedy models come with a 150mm dropper post, which can get the seat almost all the way down to the top tube. The size 17.5 we tested comes with a 120mm post and the kinked seat tube means you probably can’t fit a 150 in there if you wanted to. The Bontrager post worked great during our test, and 120mm is fine most terrain, but some riders will want a larger drop.

For everyone else, the Remedy should please. It’s a smooth pedaling, fun bike that makes harder trails feel easier and technical climbs seem faster. It doesn’t pretend to be an enduro bike, or a race bike in any way. It’s just a really well balanced option for riders who like challenging trails.

4 Helmets for Singletrack Lovers

Best for Everything

Giro Montaro Giro’s top trail helmet has MIPS and is ready for anything. $82.47 to $149.95 | Backcountry

Insta-Ready

Bell Sixer An integrated camera mount lets you capture the action. $169.95 | Competitive Cyclist

Women’s Choice

Fox Flux Has 17 vents, and comes in an XS size. $104.97 | Competitive Cyclist

All the Style

POC Tectal Super protective, with tons of style $190 | Competitive Cyclist

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TREK FUEL EX 9.9 XX1 REVIEW

The magic school bus.

Words by Drew Rohde

The Fuel EX is Trek’s do-it-all mountain bike and is now in its sixth generation. The new 2023 Trek Fuel EX Gen 6 doesn’t just have a few minor changes either: the bike features a whole host of changes, with a completely new chassis and increased capability for all riders. Read below to find out how we got along with this completely redesigned Trek Fuel EX in this long-term review. We’ll be keeping the lab section a bit brief as we went into the features and details in great depth in our First Ride Report, found here.

• 140mm • HTA 64.5 (neutral headset cup, low Mino Link) • STA 77.2 (effective) • REACH 485mm (Large) • Adjustable geo & compression rates

Price: $10,749.99 Website: trekbikes.com

Offered in sizes XS through XL, the new Fuel EX gets an extra 10mm of rear wheel travel, bringing it to 140mm, with a 150mm fork up front. The Fuel EX has features found on other Trek mountain bikes, like their Mino Link adjustable geometry, Trek’s Active Braking Pivot (ABP) suspension, and a full-length downtube protector. However, there are plenty of awesome new features that previous generation Fuel EX’s did not have. One of those features is the downtube storage solution, which is probably our favorite and most weather-resistant compartment we’ve seen yet. On the showroom floor, the Fuel EX is a 29er, but it has the ability to run a 27.5” rear wheel when combined with a 160mm front fork. It also has an integrated tool in the stem, size specific stays, an adjustable More/Less progressive suspension chip, and angle adjustable headset cups. The new adjustable headset cup system allows riders to adjust the headset a full degree steep or slacker, From 63.5 up to 65.5. That is huge!

The Fuel EX Gen 6 has a wide range of builds starting from $3,699.99 with two aluminum frame options, before getting into the carbon fiber frames from $4,699.99. The model we have for review, the Trek Fuel EX 9.9 XX1 AXS is the top of the line model, and comes with a price tag of $10,749.99.

With a price tag north of 10k the build better be tip top, and for the most part it is. Up front there’s a Kashima-coated 150mm travel Fox Factory 36 fork, which is paired to a Fox Factory Float X shock to control the 140mm rear travel. Driving and stopping power is delivered courtesy of an oil-slick SRAM Eagle XX1 AXS wireless groupset and SRAM Code RSC 4-piston brakes. These burly Code brakes stopping on the 203 front and 180mm rear rotors could likely be one of the bigger indicators of how capable the new Fuel EX is designed to be. In-house brand Bontrager supplies their top tier Line PRO 30 carbon wheels, which are wrapped in their SE5 tires.

The bar-stem combo is a brutally stiff Bontrager RSL unit, which features a neatly integrated multi-tool. The bar/stem combo weighs in at 250 grams, not including the weight of the multitool. The effective stem is 45mm in length and has a zero degree rise. The handlebar is supplied at a massive 820mm in width, has 27.5mm of rise, 7 degrees of back-sweep, and 6 degrees of up-sweep. Rounding out this build is the RockShox Reverb AXS seat post with 170mm of drop for sizes Large (reviewed) and XL.

The geometry of the Fuel EX was built around the need for a highly capable bike that felt at home in all terrain. The geometry is adjustable both by the Mino Link and the adjustable headset cups as mentioned above. For most of our review period the bike was ridden in the neutral headset setting (64.5°) with the Mino Link constantly being switched between both settings. In the neutral headset and low Mino Link setting, the Fuel EX has a 64.5-degree head angle; 77.2° effective seat tube angle and 38mm bottom bracket drop across the S-XL 29ers. The rear end is size-specific from 435mm to 450mm, with the size Large coming in at 440mm. The reach is 485mm, the stack is 621.3mm, and the wheelbase adds up to 1,250.2 mm on this size large test bike.

Something worth noting is that riders will see different numbers if they mount a 27.5” rear tire and increase fork travel to 160mm, which this bike is approved for. It’s crazy to think where the Trek Fuel EX was ten years ago, to now being a coil-sprung ready mullet with a 160mm fork and DH brakes! Evolution is real and we’re all for it.

Since our Bellingham, WA-based tester Dario introduced what he called a “Pretty perfect all-rounder” in our First Ride Report, the Trek Fuel EX 9.9 has been getting some hammer on the trails around Bend, Oregon. I’ve ridden every generation of Fuel EX and this is the biggest jump in evolution, hands down. Some may feel disappointed that the Fuel EX has transcended that lighter-duty all-around trail bike feel and morphed into a burlier, all-mountain bike, but we’re not mad about it. Trek’s Top Fuel will likely fill that void for riders not wanting or willing to deal with the extra heft, length and aggressive intentions the new Fuel EX has. For everyone else, the Fuel EX is now what so many others have been craving, and it’s aiming to pull riders off their Specialized Stumpjumpers and Santa Cruz Hightowers .

Despite being much more capable on the descents, the Fuel EX is a bike that needs to climb well, as most riders pushing a 140mm bike around will be pedaling to most of their downhills. The geometry, as adjustable as it is, put our riders in a pretty dialed position overall. Some of us felt the bottom bracket was a bit low for very technical, jankier trails where tall rocks, roots or ruts were commonly found. The high position helped, but it’s still something worth noting. From a suspension and efficiency standpoint, the Fuel EX held traction without bobbing deep into the travel, keeping us from feeling the urge to flip the shock lockout for all but the smoothest climbs. The bike is well balanced, and that was apparent from the get-go. It’s not the lightest, but the platform is solid, and as long as we didn’t strike a pedal, we could climb this bike up just about anything. It’s impressive on the way up.

Downhill oriented riders looking for an aggressive trail bike that they can put in big days on, or trail riders looking for a longer travel bike, will be very happy that Trek has ripped the Fuel EX’s envelope wide open. During our review period, the Fuel EX handled copious amounts of chatter and soaked up some fairly big hits, even on shuttle days chasing longer travel bikes. Right out of the gate the acceleration of this bike was quick. It doesn’t feel as sluggish as its bigger sibling, the Trek Slash , though this will likely not come as a surprise. The Fuel EX is the sportier of the two, yet the frame stiffness and body position at speed had us feeling like the Fuel EX wouldn’t be too far behind the Slash if it were a race to the bottom. While there’s no substitute for travel on truly rough terrain, the Fuel EX does well until you realize you’re at speed on terrain that would make a 160mm bike work. The downside to this is a slightly stiffer, or firmer suspension feel than previous generation Fuel EX’s. While we were very happy Trek has finally given an aggressive, progressive feel to the bike, there will no doubt be a lot more riders who will miss the in-the-saddle comfort and cushion of the older designs. With Trek’s adjustable suspension progression chip, you have the ability to give the bike more or less progression and tune the feel a bit, or opt for a coil shock if you’d like, but ultimately the fact remains, the new Fuel EX has a slightly more aggressive feel, for better or worse. It’s nowhere near VPP but closer to how a DW-Link bike feels when hitting square-edge hits at speed.

Along with making the bike feel capable in rougher terrain and at speed, that more progressive and stiffer suspension platform keeps the bike higher in its travel in berms, higher speed corners and big compressions. Flow trail riders will enjoy pushing on the pedals to get a snappy acceleration out of corners or extra hang time off jumps, and it feels as if it’d happily hang in the park from time to time.

While geometry is extremely personal, our testers from 6’3 to 5’11 felt happy overall with the 485mm reach being a pretty great middle-ground. The Medium/Large size has a 470mm reach, which could tempt some riders in that 5’9-5’11” height range, and we think that evaluating your most frequently ridden trails would be a good thing to do as there’s no doubt I would have personally had a bit more fun in some scenarios on the M/L with a 15mm shorter reach. Nevertheless, the Large still suited me fine overall. It’s awesome to see these tight size jumps being offered in the most commonly used sizes as more riders will be likely to find that “just right” fit on the Fuel EX than many alternatives.

The Wolf’s Last Word

There is a lot to talk about when it comes time to review the Trek Fuel EX. From the ground-up redesign to the on-trail performance. Without trying to drag this out, here’s our cut and dry impressions. We don’t like integrated bar/stem combos from any brand, Bontrager’s SE5 tires will likely get replaced if you ride wet rocks or roots but are fine on drier terrain. The new Fuel EX is a bit heavier, burlier and more aggressive than any previous Fuel EX, and while some may not love the changes, a lot of others are going to be going bigger, faster and harder than ever before. We really like the versatility of the bike from wheel size and geometry adjustments to suspension progression settings. We’re sure most riders will set and forget, but at least you’ll be able to set it in the ideal spot for your terrain and style, or switch it up somewhere down the line.

Price: $10,749.99 Website: Trek.com

SPECIFICATIONS

CHASSIS Frame: Carbon | 140mm Fork: Fox 36 Factory Float | 150mm Shock: Fox Factory Float X Performance | 2-pos | 185x55mm

COCKPIT Brakes: SRAM CODE RSC 4-piston | 200/180mm rotors Bar: Bontrager RSL integrated handlebar/stem | width: 820mm | rise: 27.5mm | Stem: 45mm Seatpost: RockShox Reverb AXS 34.9mm | XS/S:100mm | M/ML: 150mm | L/XL: 170mm Saddle: Bontrager Arvada

WHEELS Wheelset: Bontrager Line PRO 30 Tires: Bontrager SE5 Team Issue 29×2.5”

DRIVETRAIN Cassette: SRAM Eagle XG 1299 | 10-52T | 12spd Cranks: SRAM XX1 Eagle | 30t | 170mm Shifter: SRAM Eagle AXS | 12spd Derailleur: SRAM XX1 Eagle AXS

Fast, confident and ready to rock! More capable than ever Great downtube storage solution Adjustable and versatile geometry options Med/Large size

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Bike Test: Trek Session 9.9 Carbon

The Fastest Bike Of The Year

The Trek Session 9.9 Carbon

Aaron Gwin raced the Trek Session 9.9 carbon frame to a World Cup overall title in 2011. That takes away any excuses you might dream up for why you can’t ride it just as fast. This bike bleeds speed. It’s the newest version of a wrecking crew perennial favorite: the aluminum-framed Session 88. This is not a beginner’s bike, but for the racer who wants a no-holds-barred, leave-the-excuses-at-the-door ride; it’s an absolute dream machine.

WHO IS IT MADE FOR?

This is a purebred downhill race machine. Hang it on a scale right out of the box and you’ll wonder if the front wheel is still touching the ground (we did). We’ve seen this frame built with a downhill-ready kit at less than 30 pounds. This stock version is built with the privateer racer in mind. It’s expensive, but not out of reach if you’re serious about racing downhill.

WHAT IS IT MADE FROM?

The front triangle and seat stays are Trek OCLV carbon fiber and include Trek’s exclusive InTension technology. InTension is a low-density, ultra-stiff material that allows Trek engineers to build the complex shapes and molded areas of the frame. Trek claims this gives them a structure that is four times the strength of similar carbon-only frames. The carbon downtube is also protected by Trek’s bolt-on carbon armor.

The frame uses Trek’s Active Braking Pivot (ABP) rear suspension with a full-floater shock design. The rear suspension is controlled with a custom-tuned, Kashima-coated Fox DHX RC4 damper. The Fox 40 fork uses Trek’s exclusive Hybrid Air technology, with both air and coil for the spring. The frame also features Mino Link-adjustable geometry, an E2 tapered head tube, internal cable routing, an 83-millimeter bottom bracket, ISCG tabs, and a 12-x150-millimeter rear axle.

WHICH COMPONENTS STAND OUT?

Trek’s attention to their suspension tuning is amazing, but the component mix is what should be expected from an out-of-the-box, pro-level downhill race bike. It’s a smart mix of proven SRAM components and much-improved Bontrager house-brand parts. The SRAM X0 drivetrain provided flawless shifting during testing. The MRP G2SL is a proven chainguide. This version features a carbon back plate to save weight and still delivers the quiet and stable performance we love. It’s the kind of drivetrain you don’t have to think about. It just works.

HOW DOES IT PERFORM??

Custom Fox suspension: Trek has worked closely with Fox to develop the suspension components for the 9.9. The stock suspension has the feel of a factory-supported pro’s bike. The Hybrid Air system in the custom Fox 40 fork is designed to deliver the plush, linear feel of a coil and still allow the rider to fine-tune his settings without swapping springs. The fork uses an extra-soft titanium spring; the rider then adds air pressure to achieve proper sag. Whereas purely coil-sprung forks require the rider to approximate spring weight and use the compression dampers to fine-tune, the Hybrid Air system allows the rider to get exactly the right spring rate every time. It also makes setup and tinkering between runs much easier.?Trek valves the DHX RC4 damper with the same tune as the Trek World Racing team. If it doesn’t work for you, you need to ride faster. The adjustments are very effective, and we found our ideal settings quickly.

Mino Link: The Mino Link adjustments give the rider the option to choose a slack or slacker geometry without affecting the suspension performance. With a flip of the chip, the rider can simultaneously adjust head angle by a half degree and bottom bracket height by about 10 millimeters. This allows the rider to choose a racy, long and low setup, or a slightly higher and steeper park-style geometry.

Descending: The Session begs to be ridden fast. This bike challenges you to throw down your best lap time on every run. The suspension has a very balanced feel, with both ends perfectly suited to each other when set up properly. As with other ABP suspension bikes we’ve tested, the wheels seem to move quickly through their travel to get over obstacles without losing momentum, and they return to the sag point just as fast. This gives the bike an incredibly lively feel over rough terrain, yet it is predictable, consistent and buttery smooth. This bike also comes off the ground easily, so it prefers to be “flicked” down the trail rather than man-handled. Quick line changes and airs are no problem with the 9.9.

Cornering: Entering and exiting corners, the rider feels supremely fast. With the suspension working so perfectly, it doesn’t matter if it’s a high-speed berm or a tight, rock-strewn switchback, the Session handles it confidently. The 14-inch bottom bracket seems high on paper, but the center of gravity feels remarkably low, allowing the rider to dive into corners without fear of snagging the high side of a berm or an unseen rock. The Bontrager G4 Team tires bite like a pit bull on a cat, especially in loose-over-hardpack situations where other tires can break free quickly. Their relatively square profile has a very predictable breakaway point that can be pushed to the limit.

Braking: The ABP suspension makes this bike fully active over the roughest terrain, even when grabbing a handful of rear brake. The ABP works.

Pedaling: A 35-pound downhill bike feels pretty snappy, even on flatter courses that require pedaling. The RC4 shock provides a solid pedaling platform when set up with adequate low-speed compression damping.

TRICKS, UPGRADES OR TIPS?

The Avid X0 brakes are powerful and consistent, but they chirp when first applied. They also developed a sticky master cylinder that prevented the lever from fully extending by the end of the test. While we’re fans of most SRAM components, their X0 brakes are not at the top of our list. The Bontrager G4 Team tires performed well but showed signs of wear quickly, like a race-only tire. If you ride these in the park day in, day-out, don’t expect them to last long.

BUYING ADVICE

This bike will compete with the fastest factory-tuned pro bikes right out of the box. It is incredibly easy to set up, yet allows plenty of adjustment for any course or riding style. The only hang-up is the price tag. However, if you’re a privateer, you’re probably used to couch surfing or sleeping in your car at the races anyway. If you’re willing to pay for it, this bike will make you a contender on any racetrack.

Reprinted from our April 2012 issue. Like us on Facebook

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The New Trek Slash 9.9 Plows As Expected, But Pedals and Pops Too!

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I’m lucky to live in an area with delightfully steep and rough terrain. Because of that, long-travel bikes like Trek’s Slash are right up my alley. The 2024 Slash’s generation 6 frame is ready to get rowdy with a new high-pivot suspension linkage and 170mm travel. The bike simply plows through rough terrain, but remains impressively capable of getting itself back uphill for more laps.

The short story is I have nothing negative to say about Trek’s transition to the high-pivot suspension linkage. The new Slash is buttery smooth, yet offers a surprisingly poppy ride and still climbs as aggressively as their ABP bikes. The Slash is not the lightest bike, but that’s kinda fair since it’s such a beast.

2024 Trek Slash: Key Specs

For full details on the new Slash lineup, check out my launch article from September.  Before we get into the ride review, here are a few key specs and features of the 2024 Slash.

Most models of the Slash, including the 9.9 X0 AXS T-Type model I tested, come with full carbon frames. There are two aluminum complete models and an alloy frameset in the lineup. Of course, the biggest update for the Slash is the high-pivot linkage. The Slash now offers 170mm rear travel and all models come with 170mm forks.

Another interesting change for the new Slash is that they all come stock with a mixed-wheel setup (except small frames, which run dual 27.5” wheels). Frame sizes medium and up can run a 29” rear wheel, but you must buy the geo-correcting shock mounts from Trek. You’ll also have to remove the rear fender, as it doesn’t leave enough clearance for the 29” rear wheel.

The Slash boasts very slack and adjustable head tube angles, which can be altered by adding Trek’s angle adjust headset cups. Trek also incorporated their leverage rate chip into the shock mounts, offering ‘less’ and ‘more’ progressive settings. The Slash does not have Trek’s mino link anymore, as the other adjustments offer plenty of opportunity for fine tuning. Trek also decided to do away with their Knock Block headset.

A nice finishing touch for the carbon-framed Slash is Trek’s new ‘Carbon Armor’ frame protection. Before they’re painted, Trek wraps the frames with an impact-resistant film.

The Slash 9.9 X0 AXS T-Type (size M/L) weighs 35.76 lbs with pedals. Considering this is a beastly 170mm travel bike, and has extra hardware for its high pivot linkage, I guess I couldn’t hope for much better. I have to say though, with a full carbon frame, carbon rims and a lightweight carbon bar/stem combo, I was a bit surprised to see this high-end model come in over 35lbs.

Geometry/Fit:

At 5’10” and riding a M/L frame, I’m very happy with the Slash’s geometry. For this article, I’ll discuss the geo of my test bike, which has neutral headset cups and its stock mixed-wheel setup. Unfortunately, I didn’t have a compatible 29” rear wheel on hand to test.

So you know, the geometry remains very similar if you install a 29” rear wheel. Aside from the chainstay length growing by 6mm, there are very minor differences in certain angles and measurements. Check out Trek’s website to see all the different geo charts.

My test bike’s head tube angle is 63.3°, and I loved it. The slack steering angle tackles steep and rough terrain like a champ, but as I’ve found with slacker long-travel bikes it doesn’t hamper climbing ability by much. I’m not sure if I would go any slacker for trail riding, but if I set up a Slash for bike park shredding I’d be tempted to try the slacker headset cups. At 63.3° the Slash offers a ton of stability and feels great on steep downhills, yet the bike still doesn’t feel overly long or clumsy on tight switchbacks.

Helping get you uphill is a steep effective seat mast angle of 77.3°. With a lengthy reach of 468.1mm, that steep seat tube leans you into a well-balanced position over the bike. This is one of the longer bikes I’ve ridden, but I never felt like my arms were overextended.

With Trek’s size-specific chainstays, the M/L mixed-wheel Slash’s rear end measures 434.2mm. This middle-of-the-road length, especially with the 27.5” rear wheel, keeps the Slash pleasantly agile. Overall the bike feels long and very stable at speed, but the rear end simply whips around corners. I should note this is the first MX bike I’ve ridden, and I quickly understood why people like them. I’ve never been amazing at cornering, but I felt like I suddenly got better when I hopped on this bike!

Looking at the numbers, the Slash isn’t the lowest bike out there. The standover height is not particularly low at 766mm, and neither is the BB height of 351mm. Up front the stack height is 632.1mm. I don’t remember banging pedals or the 165mm cranks very much, so the BB height allows decent clearance on the trail. It’s higher than some competitors, but the Slash’s long wheelbase and slack steering still provide a very stable ride.

On my first ride with the Slash, I did notice the slightly sluggish roll of the 27.5” rear wheel. I had been riding niners for a few weeks before the Slash arrived, and I have to admit I felt the difference right away.

That said, I quickly forgot about the smaller rear wheel and adapted to the Slash’s ride. While I’ll never say it’s the best climber I’ve ridden, it does very well for how burly a bike it is. Shedding some weight and running 29” wheels would make it climb better, but that’s not what the Slash is all about. Trek describes this bike as ‘70% downhill, 30% uphill’ but I’d say it climbs a little better than that suggests. 

I’ve always found Trek’s ABP linkage to climb aggressively and powerfully, and the new high-pivot version doesn’t behave too differently. Trek tuned the new Slash’s anti-squat to be pretty close to their Top Fuel XC/trail bike, so your pedalling inputs won’t force you deep into the Slash’s lengthy travel.

Climbing singletrack with the shock in firm, I’d get about 50% travel. In open mode, the shock would dip a bit further but top out around 60-65%. I’ll take the slightly rougher ride and increased pedal support from the shock’s firm mode, because in either setting I had solid traction on any singletrack climb. In firm mode the Slash doesn’t erase small bumps; you still feel the trail below you with the shock resisting those low-speed impacts.

In open mode, the shock helps soften those small bumps and offers a more comfortable ride. Fortunately, there is little sacrifice in pedalling efficiency when the shock is left open, so riders looking for maximum traction can opt to climb this long-travel machine wide open with practically no penalty.  

With the rear shock left wide open, I tried some hard pedaling and sprinting on paved roads to see what the Slash’s high-pivot linkage would do. Sitting down and mashing the pedals as best I could, I could not get the bike beyond 40% travel (from 30% sag). Even standing up and sprinting, I only made it a bit further than 40%. It’s clear that Trek’s linkage handles pedaling forces very well. The bike was in its ‘more’ progressive position for this test, but I don’t think it would behave much differently in the ‘less’ setting so early in the travel.

It’s always nice when a bike has no unusual setup requirements. With the Slash, I pumped the shock up to body weight in psi, set rebound/compression to my usual ranges, and the bike was dialed. Right away I was getting full travel from the rear shock (with the leverage chip in ‘less’ position), which is sometimes an issue for my 145lbs self.

Descending:

I’ve always found Trek’s MTBs to be great at gobbling up bumps, but the high-pivot Slash is even better. I noticed it does particularly well at eating up mid-sized bumps, happily plowing through roots and rocks. The rearward axle path does a great job of numbing bigger hits and keeping the Slash feeling planted on rough trails. I found the bike cushions landings very well, especially on little jumps that send you right onto a rocky or rooty patch. 

It’s hard to pinpoint a weak spot in the Slash’s suspension. At higher speeds, the bike smooths out small bump chatter very well, and as noted above it rounds off medium and big hits nicely.

Furthermore, with all that squish when you want it, the Slash actually seems to pop off jumps a bit better than the 2019 Remedy I owned for several years. It also springs out of corners surprisingly well, as I’ve traditionally found Treks to be a better example of plowy than lively and poppy. It seems the big Slash has maintained an impressive degree of mid-stroke support.

Just looking at this frame, you’d probably expect it to be stiff and you’d be correct. Just like the previous generation Slash and Fuel EX I rode, I found the 2024 Slash’s frame offers a solid, commanding feel as you charge down rough trails.

For most of my rides, I had the leverage chip in its ‘less’ setting, but I flipped it to ‘more’ for my last few test laps. Interestingly, the ‘more’ setting doesn’t seem to increase bottom-out resistance by much; I hit full travel on a typical trail loop in the first ride in this setting.

What I found is the rear wheel does feel like it’s resisting bigger, sharper hits more. Under my lightweight self, the Slash felt a bit less plowy and the back wheel would bounce a bit more facing sharp impacts. The only time I got a good ‘thunk’ out of this bike’s rear end was while riding in the ‘more’ position. For me, there’s no question I’d keep the Slash in its ‘less’ setting. The biggest joy of this bike is how capably it sucks up rough terrain, and I’ll take all the squish it has to offer.

The Slash’s 27.5” rear wheel offers good clearance. I rode the steepest trail in my local network and didn’t hit my ass on the tire once (and I have on my personal 29er)! As mentioned above, the mullet setup also has an immediately noticeable benefit in the corners. After you initiate a turn, you then feel the back end hook in and bring you around quicker than a 29er would.

Chain Drop?

Some of you may have seen reports of the new Slash dropping chains. Apparently, some of the bikes were sent out with the lower chain guides incorrectly installed, and some riders had issues with chain drop. After many rides on my test bike, I got the notice from Trek and found out it was indeed not to spec… however I never dropped a chain.

By the time I got the info on how to correct the situation, winter had set in and my testing was pretty much done. I rode the bike two or three more times without even adjusting the chain guide, and still never once lost my chain.

To fix this issue Trek is making sure all Slashes will now be shipped out with the correct setup. They’ve also notified dealers on how to fix the issue, and as an extra precaution, they’re supplying upper idler pulleys with longer teeth to dealers at no charge. As of early 2024, anyone with a new Slash can go to their local shop and have the revised idler installed.

If you’re wondering about potentially increased drag with the high-pivot chain line, I can’t say I noticed anything measurable. Of course, this is a brand new bike; over time the upper pulley might produce extra drag if the bearing wears out, but with all new components the Slash pedalled like any other MTB.

Components:

A RockShox Zeb fork was the obvious choice for the burly new Slash. The 9.9 X0 AXS T-Type bike I rode gets the Ultimate model with a DebonAir spring and Charger 3 RC2 damper. The fork is stiff, offers great initial sensitivity, and sucks up bigger hits in class-leading fashion.

Out back, RockShox’s Vivid Ultimate rear shock performed great with very little fidgeting. The stock tune feels pretty linear which works well for a smaller guy like me, allowing full squish on nearly any descent. The shock’s firm mode resists low-speed impacts nicely, but doesn’t ride like you’re at near-lockout firmness.   

Overall I had great performance from the SRAM X0 Eagle AXS T-Type drivetrain and dropper post. However, the dropper post suddenly stopped working in the middle of my third ride. Once I got home I simply paired up the post and control pod, and since then everything has worked perfectly. 

The 30t chainring and 10-52t cassette provide a vast gear range for trail riding, and shifting performance was basically flawless throughout my test. I unfortunately gave the T-Type X0 derailleur’s cage a good smash and a nasty bend, but didn’t notice right away because gear shifting was still fine! The derailleur will skip lightly when backpedaling but it still doesn’t derail at all, which is impressive.

Bontrager’s Line Pro 30 carbon wheels held up great through my test, showing no signs of damage or warpage. The Slash’s wheels come tubeless with a Bontrager SE6 Team Issue 29×2.5” front tire and a Team Issue SE5 27.5×2.5” rear tire. These tires offer a well-rounded tread that rolls fairly fast and provides good grip on all surfaces. 

Bontrager’s RSL carbon bar/stem combo is hard not to enjoy looking at! The rise is 27.5mm, stem length is 35mm, and the bars come stock at 820mm wide . The 7° backsweep and 6° upsweep is a bit more up and less back than most bars I’ve ridden, but I found them comfortable. I would have liked to ride the full width, but my bars had been cut to 795mm. I rode these bars uncut on the previous generation Slash and was surprised how much I liked them.

SRAM’s Code Silver 4-piston brakes with 200mm rotors had no shortage of power, reeling in this big bike with great modulation and more than ample bite force.

The 170mm dropper post on the M/L frame gets low and out of the way. I didn’t have any problems riding with the Bontrager Arvada saddle, but I find it a bit hard and not the most comfortable. 

The Slash’s rear fender seems to work fairly well. After a wet, snowy ride I still had mud spray all the way up the back of my jacket, but less than what I expected. I also noticed the back of the dropper post and under the saddle weren’t that dirty.

Trek’s Carbon Armor seems to help resist frame damage well. After close inspection, I could only find a few very minor knicks or scratches on the Slash. The down tube, BB shell and all the areas prone to rock strikes from the rear wheel remain basically unscathed. 

Frame Storage:

Trek’s in-frame storage was revised for the Slash, offering a larger door and an updated latch. The storage compartment is easy to open and close, and the included Bontrager BITS tool roll has spots for a CO2 canister, an inflator head, a multi-tool, and a tube (although it’ll have to be a thin one). Trek added ‘chunnels’ inside the Slash’s frame to keep your tool roll/cargo from snagging on your cables. They seemed to work well, I had no issues with anything snagging inside the frame.

Bontrager’s BITS steerer tube multi-tool is also included on all Slash 9.9 models – a nice finishing touch for these top-tier builds! 

The 2024 Trek Slash 9.9 X0 AXS T-Type retails for $9399. Frame color options are Daintree, Lichen Green (as tested), or Argent Drizzle.

trekbikes.com

Steve Fisher is a staff contributor for Bikerumor. Steve has been writing about trail, enduro and downhill mountain biking (plus a few commuter bikes) for seven years. Prior to that, Steve wrote for Whistler Traveller Magazine and Mountain Life Magazine. Steve is based in Pemberton, British Columbia, an area that offers plenty of challenging world-class singletrack and makes for great photos!

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Posted 2024-03-29 11:50

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Trek SuperCaliber 9.9 XX1 Full Carbon 29er XC Mountain Bike M/L....

If you want to do daredevil downhill this isn’t the bike for you. If you want to be super lite at 23 pounds and go super fast on cross country then this is the bike for you. This bike is often...